JPWO2015040744A1 - Tire management system and tire management method - Google Patents

Abstract

In order to provide a tire management system and a tire management method capable of extending the life of a tire while minimizing a decrease in the work efficiency of the vehicle, the tire load for the work assigned to each dump truck is applied to the tire itself of each dump truck. An overload vehicle detection unit 62 that detects a dump truck of an overload vehicle exceeding a set predetermined tire load, and when a dump truck of the overload vehicle is detected, the tire load of the dump truck of the overload vehicle is the predetermined tire A work content change processing unit 63 that performs a process of changing the work content of the dump truck so as to be less than the load.

Description

  The present invention relates to a tire management system and a tire management method that can extend the life of a tire by minimizing a decrease in work efficiency of a vehicle.

  Conventionally, dump trucks have been used to carry earth and sand at wide-area work sites such as crushed stone sites and mines. In other words, the dump truck is loaded with crushed stone as a load by a hydraulic excavator or wheel loader at the loading site, transports this load to the dumping site via a predetermined travel route, and unloads this load at the dumping site. . Then, the dump truck again moves to the loading site via a predetermined traveling route, and waits for loading at the loading site. The dump truck repeats this series of operations.

  Here, the ratio of the tire cost is high in the life cycle cost of the dump truck. Accordingly, there is a demand for extending the life of the tire and reducing the life cycle cost.

  In order to reduce the tire life cycle cost, for example, in Patent Document 1, a sensor that measures the state of a tire mounted on each of a plurality of vehicles that transport mineral resources, and a measurement value that is output by the sensor are wirelessly transmitted. The tire information management device receives the measured value when the received measurement value is not within an allowable range. Degradation suppression information for suppressing progress is transmitted. This deterioration suppression information is, for example, information that prompts the inspection of the tire, information that prompts the vehicle to reduce the load, or information that prompts the vehicle to reduce the speed.

  Further, Patent Document 2 includes a load sensor that measures a load applied to a tire or a vehicle, and a speed sensor that detects the rotational speed of the tire or the vehicle speed of the vehicle, and uses the data from these sensors to determine the life of the tire. In order to extend the vehicle speed, the vehicle speed and load capacity are adjusted.

JP 2007-91202 A Japanese Patent Laid-Open No. 04-135902

  However, in order to extend the life of the tire, as described above, if the load amount of the vehicle is reduced or the speed of the vehicle is reduced, there is a problem that the working efficiency of the vehicle is lowered.

  The present invention has been made in view of the above, and an object of the present invention is to provide a tire management system and a tire management method capable of extending the life of a tire by minimizing a decrease in work efficiency of the vehicle.

  In order to solve the above-described problems and achieve the object, a tire management system according to the present invention assigns work to each of a plurality of vehicles, and sets a load state of tires attached to each vehicle that performs the assigned work. An overload vehicle detection unit for detecting an overload vehicle in which a tire load for a work assigned to each vehicle exceeds a predetermined tire load set in the tire itself of the vehicle, A work content change processing unit that performs a process of changing the work content of the overloaded vehicle so that the tire load of the overloaded vehicle is equal to or less than the predetermined tire load when a vehicle is detected. To do.

  In the tire management system according to the present invention, in the above-described invention, an actual tire load which is a tire load of a vehicle in actual operation based on the load amount information and the vehicle speed information notified from each wirelessly connected vehicle. The overload vehicle detection unit detects an overload vehicle in which the actual tire load for the work assigned to each vehicle exceeds the predetermined tire load, and the work content change process When the overload vehicle is detected, the unit performs a process of changing work contents of the overload vehicle so that an actual tire load during actual operation of the overload vehicle is equal to or less than the predetermined tire load. To do.

  The tire management system according to the present invention further includes a predicted tire load calculation unit that calculates a predicted tire load for a work at a planning stage assigned to each vehicle in the above invention, wherein the overload vehicle detection unit When an overload vehicle having a tire load exceeding the predetermined tire load is detected, and the work content change processing unit detects an overload vehicle, the predicted tire load of the overload vehicle is less than or equal to the predetermined tire load. In addition, a process of changing the work content at the planning stage of the overloaded vehicle is performed.

  In the tire management system according to the present invention as set forth in the invention described above, the work content change processing unit determines whether or not there is a travel route in which the detected overload vehicle is equal to or less than a predetermined tire load, and the predetermined tire When there is a travel route that is less than or equal to the load, the travel route is changed, and when there is no travel route that is less than or equal to the predetermined tire load, the overloaded vehicle is decelerated or the load is reduced.

  In the tire management system according to the present invention as set forth in the invention described above, the tire load is TKPH.

  A tire management method according to the present invention is a tire management method for assigning work to each of a plurality of vehicles and managing a load state of a tire mounted on each vehicle that performs the assigned work. An overload vehicle detection step for detecting an overload vehicle in which the tire load for the assigned work exceeds a predetermined tire load set in the tire itself of each vehicle, and when an overload vehicle is detected, the tire of the overload vehicle A work content change processing step for performing a process of changing the work content of the overloaded vehicle so that the load is equal to or less than the predetermined tire load.

  In the tire management method according to the present invention, in the above invention, the actual tire load that is the tire load of the vehicle in actual operation based on the load amount information and the vehicle speed information notified from each wirelessly connected vehicle. The overload vehicle detection step detects an overload vehicle in which the actual tire load for the work assigned to each vehicle exceeds the predetermined tire load, and the work content change process The step is characterized in that, when an overloaded vehicle is detected, a process of changing work contents of the overloaded vehicle is performed so that an actual tire load during actual operation of the overloaded vehicle is equal to or less than the predetermined tire load. To do.

  Further, the tire management method according to the present invention includes a predicted tire load calculation step of calculating a predicted tire load for a work in a planning stage assigned to each vehicle in the above invention, wherein the overload vehicle detection step includes a prediction When an overload vehicle having a tire load exceeding the predetermined tire load is detected, and the work content change processing step detects an overload vehicle, the predicted tire load of the overload vehicle is less than or equal to the predetermined tire load. In addition, a process of changing the work content at the planning stage of the overloaded vehicle is performed.

  In the tire management method according to the present invention as set forth in the invention described above, the work content change processing step determines whether or not there is a travel route in which the detected overload vehicle is equal to or less than a predetermined tire load. When there is a travel route that is less than or equal to the load, the travel route is changed, and when there is no travel route that is less than or equal to the predetermined tire load, the overloaded vehicle is decelerated or the load is reduced.

  In the tire management method according to the present invention as set forth in the invention described above, the tire load is TKPH.

  According to the present invention, the overload vehicle detection unit detects an overload vehicle in which the tire load for the work assigned to each vehicle exceeds the predetermined tire load set in the tire itself of each vehicle, and the work content change process When the overload vehicle is detected, the unit performs a process of changing the work content of the overload vehicle so that the tire load of the overload vehicle is equal to or less than the predetermined tire load. At this time, since the work content change to the travel route that is equal to or less than the predetermined tire load is preferentially performed, a decrease in the work efficiency of the vehicle can be suppressed as much as possible to extend the life of the tire.

FIG. 1 is a schematic diagram showing a schematic configuration of a management system including a tire management system according to Embodiment 1 of the present invention. FIG. 2 is a diagram illustrating an example of a travel route network stored in the travel route information DB. FIG. 3 is a side view showing the configuration of the dump truck. FIG. 4 is a block diagram showing the configuration of the dump truck. FIG. 5 is a block diagram illustrating a configuration of the management apparatus. FIG. 6 is a flowchart showing a tire load leveling process procedure by the tire load leveling process unit. FIG. 7 is a time chart showing an example of work in one cycle. FIG. 8 is a diagram showing the change over time of the actual tire load of the dump truck. FIG. 9 is a block diagram illustrating a configuration of the management apparatus according to the second embodiment. FIG. 10 is a flowchart showing a tire load leveling process procedure by the tire load leveling unit shown in FIG.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

(Embodiment 1)
[System Overview]
FIG. 1 is a schematic diagram showing a schematic configuration of a management system including a tire management system according to Embodiment 1 of the present invention. The management system 1 is provided in a wide-area work site such as a crushed stone site or a mine, and carries a plurality of dump trucks 2 to carry earth and sand or ore. There are loading places E21 and E22 in the wide-area work site. The loading machine 3 is arrange | positioned at the loading places E21 and E22. The loading machine 3 can load a load on the dump truck 2. The loading machine 3 is a hydraulic excavator, an electric excavator, a wheel loader, or the like. The dump truck 2 is an example of a travelable vehicle that carries a load. The cargo is earth and sand ore generated by mining.

  The dump truck 2 can travel on a travel path HL between the loading sites E21, E22 and the earth discharging sites E10, E11. The dump truck 2 is loaded with loads at the loading stations E21 and E22. The loading sites E21 and E22 are areas where loading work is performed in the mine. The dump truck 2 is loaded with loads at the loading positions P21 and P22 of the loading sites E21 and E22. The loading machine 3 loads a load onto the dump truck 2 disposed at the loading positions P21 and P22. After that, the dump truck 2 moves to the target dumping sites E10 and E11 via a predetermined traveling path HL. Then, the dump truck 2 unloads the cargo at the target dumping sites E10 and E11. The earth removal sites E10 and E11 are areas where cargo discharge work is performed in the mine. The dump truck 2 discharges the load at the discharging positions P10 and P11 of the discharging sites E10 and E11.

  The management system 1 manages at least a plurality of dump trucks 2. Each dump truck 2 is an unmanned dump truck that is operated by a command signal from the management device 4, and no operator is on the dump truck 2. The management device 4 is disposed in the control facility 6. A wireless communication system that is wirelessly connected via the base station 5 is formed between the management device 4 and the dump truck 2.

[Example of travel route network]
The dump truck 2 repeats the cycle work of transporting the load from the loading site to the earthing site, discharging the cargo at the earthing site, and then returning to the loading site with an empty load. The work performed by the dump truck 2 includes loading, loading, discharging, empty loading, and the like. In a wide-area work site, as shown in the travel route network shown in FIG. 2, loading positions P21 to P24 of a plurality of loading places, discharging positions P11 to P15 of a plurality of discharging places, and a plurality of intersections P31 to P34. And a plurality of traveling roads HL connecting them. In FIG. 2, loading positions P21 and P22 are ore loading positions, and loading positions P23 and 24 are topsoil loading positions. The soil removal position P11 is a soil discharge position to the crusher, the soil discharge positions P12 and P13 are the ore discharge positions, and the soil discharge positions P14 and P15 are the soil discharge positions. In addition, there are a fueling position P41 and a parking lot position P42. The specific operation of the dump truck 2 is, for example, the operation via the travel route R1 shown in FIG. 2, and the ore is loaded from the loading position P21, transported through the intersections P31 and P32, and discharged. The ore is discharged at position P13, and returns to loading position P21 via intersections P32 and P31. The dump truck 2 performs work in accordance with an operation instruction from the management device 4. The operation instruction includes information on loading place, earth discharging place, and traveling route. The work performed by the dump truck 2 may include traveling to a fueling position and traveling to a parking lot position.

[Dump truck]
As shown in FIGS. 3 and 4, the dump truck 2 has a vehicle main body 21, a vessel 22, a processing unit 23, a gyro sensor 24, a speed sensor 25, a load sensor 26, and an antenna 27 a connected thereto. The communication unit 27 and the GPS device 28 that detects the position of the vehicle main body 21 are connected to the antenna 28a. A drive device is disposed in the vehicle main body 21. The drive device includes an internal combustion engine such as a diesel engine, a generator that is operated by the internal combustion engine, and an electric motor that is operated by electric power generated by the generator. The wheels 29 are driven by the electric motor. The wheel 29 is a so-called electric drive type including a tire 29a and a wheel 29b. It may be a so-called mechanical drive type in which the power of the internal combustion engine is transmitted to the wheels via a transmission including a torque converter.

  The vessel 22 includes a loading platform on which a load is loaded. The vessel 22 is disposed on the upper portion of the vehicle body 21 so as to be swingable. The load is loaded on the vessel 22 by the loading machine 3. At the time of earth removal, the vessel 22 is lifted to discharge the load. The load sensor 26 is provided in the suspension cylinder 30 and detects the load amount of the vessel 22. The load sensor 26 outputs a detection signal to the processing unit 23. The processing unit 23 obtains the load amount of the dump truck 2 based on the detection signal of the load sensor 26.

  The gyro sensor 24 detects the direction change amount of the dump truck 2. The gyro sensor 24 outputs a detection signal to the processing unit 23. The processing unit 23 can obtain the direction of the dump truck 2 based on the detection signal of the gyro sensor 24.

  The speed sensor 25 detects the traveling speed of the dump truck 2. The speed sensor 25 detects the rotational speed of the drive shaft of the wheel 29 and detects the traveling speed of the dump truck 2. The speed sensor 25 outputs a detection signal to the processing unit 23. The processing unit 23 can obtain the travel distance (travel distance) of the dump truck 2 based on the detection signal of the speed sensor 25 and time information from a timer (not shown) built in the processing unit 23.

  The GPS device 28 detects the position of the dump truck 2 using signals from a plurality of GPS (Global Positioning System) satellites 7 (see FIG. 1). The detection signal is output to the processing unit 23.

  The processing unit 23 has an identification ID 23 a that identifies the dump truck 2. The processing unit 23 transmits at least the vehicle position information, the load amount information, and the vehicle speed information together with the identification ID 23 a to the management device 4 side via the communication unit 27.

  On the other hand, the management device 4 outputs a travel route and a speed command to the dump truck 2 so as to travel along the travel route corresponding to the planned work together with the identification ID 23a. The traveling control unit 31 controls driving of the dump truck 2 by driving the corresponding actuator 32 based on the input traveling route and speed command.

[Management device]
As shown in FIG. 5, the management device 4 includes a management unit 40, an operation input unit 41, a display unit 42, a storage unit 43, and a communication unit 44 including an antenna 44a.

  The operation input unit 41 includes a keyboard, a touch panel, a mouse, and the like. The operation input unit 41 can input an operation signal to the management unit 40. The operation input unit 41 may be a touch panel that also serves as the display unit 42.

  The display unit 42 includes, for example, a flat panel display such as a liquid crystal display. The display unit 42 can display information on the position of the dump truck 2 and the like.

  The storage unit 43 includes a work assignment DB (database) 55, a travel route information DB (database) 56, and a map DB (database) 57. In the work assignment DB 55, for example, a plurality of work contents for one day are described for each identification ID 23a of the dump truck 2. This work content describes a loading place, a soil removal place, and a travel route. For each identification ID 23a of the dump truck 2, a set tire load, an actual tire load, and a predetermined tire load are described. The set tire load and the predetermined tire load are values set in advance. On the other hand, the actual tire load is a value that is updated in real time during operation of the dump truck 2.

Generally, the tire load includes a tire TKPH (Ton Km Per Hour) which is a load index set in advance on the tire itself and a work condition TKPH which is a load index in actual work. The set tire load is the tire TKPH, which is an index indicating how much work is possible within a range that does not exceed the limit for heat generation of the tire, and is represented by (load × speed). On the other hand, the working condition TKPH is an actual tire load, and is represented by (average tire load load) × (average work speed). Average tire load is
Average tire load = ((tire load when empty) + (tire load when loaded)) / 2
Average working speed is
Average work speed = ((distance of one cycle) × (cycle number of one day)) / (total work time of one day)
Is required. The tire load load at the time of empty vehicle is an average tire load load obtained by dividing the load at the time of empty vehicle of the dump truck 2 registered in advance by the number of tires of the dump truck. The tire load load at the time of loading is an average tire load load obtained by dividing the load at the time of loading of the dump truck 2 obtained based on the load amount information sent from the dump truck 2 side by the number of tires of the dump truck. Here, it is preferable to use the tire so that the set tire load> the actual tire load. If this condition is not satisfied, the tire will cause heat separation and the like, and the tire life will be shortened. The predetermined tire load is a value set in this embodiment, and is a threshold value that is equal to or less than the set tire load.

  In the travel route information DB 56, information on the travel route network shown in FIG. 2 is described. The information on the travel route network includes position information such as loading position, earthing position, intersection, and connection information of each. Further, in the travel route information DB 56, the vehicle speed set on each travel route HL is defined.

  The communication unit 44 is communicatively connected to each dump truck 2 via the antenna 44 a and the base station 5.

  The management unit 40 includes a work allocation processing unit 50, a tire load leveling processing unit 51, an operation instruction control unit 52, and a monitoring unit 53. The work assignment processing unit 50 performs processing for creating a work assignment DB 55 for one day in accordance with an operation input from the operation input unit 41. At this time, the actual tire load in the work assignment DB 55 is not set.

  The tire load leveling processing unit 51 includes an actual tire load calculation unit 61, an overload vehicle detection unit 62, and a work content change processing unit 63. The actual tire load calculation unit 61 calculates the actual tire load of the dump truck 2 in actual operation based on the load amount information and the vehicle speed information notified from each of the dump trucks 2 wirelessly connected. The overload vehicle detection unit 62 detects an overload vehicle in which the actual tire load for the work assigned to each dump truck 2 exceeds a predetermined tire load equal to or less than the set tire load of each dump truck. When the overload vehicle is detected, the work content change processing unit 63 performs a process of changing the work content of each dump truck 2 so that the actual tire load during actual operation is equal to or less than a predetermined tire load. The detailed processing of the tire load leveling processing unit 51 will be described later.

  As will be described later, the operation instruction control unit 52 outputs an operation instruction for executing the work contents described in the work allocation DB 55 to each dump truck 2 to instruct traveling control of the dump truck 2.

  The monitoring unit 53 monitors the operation status of the dump truck 2. Further, the monitoring unit 53 displays the operation status of the dump truck 2 on the display unit 42 based on the vehicle position information and vehicle speed information sent from the dump truck 2. At this time, the map by the map DB 57 and the travel route network by the travel route information DB 56 are displayed on the display unit 42 and the icon of the dump truck 2 is displayed on the map. This icon is displayed differently depending on the loaded state and the empty state. For example, the color of the loading platform is changed between a loaded state and an empty state. This icon is also accompanied by a dump truck identification ID.

[Dump truck travel control]
As described above, the management unit 40 outputs a travel route and a speed command to the dump truck 2. On the other hand, the dump truck 2 travels on the travel path HL between the loading site and the earth discharging site based on the input travel route and speed command. The processing unit 23 travels the dump truck 2 according to the generated travel route while estimating the current position of the dump truck 2 using dead reckoning navigation. Dead reckoning refers to navigation in which the current position of the dump truck 2 is inferred based on the azimuth and the moving distance from the starting point with known longitude and latitude. The direction of the dump truck 2 is detected using a gyro sensor 24 arranged on the dump truck 2. The moving distance of the dump truck 2 is detected using a speed sensor 25 disposed on the dump truck 2. The processing unit 23 outputs a steering command and a speed command to the traveling control unit 31 so that the dump truck 2 travels according to the planned traveling route based on the direction and the moving distance of the dump truck 2.

  The processing unit 23 causes the dump truck 2 to travel while correcting the estimated position obtained by dead reckoning using the GPS device 28. When the travel distance of the dump truck 2 becomes longer, an error occurs between the estimated position and the actual position due to accumulation of detection errors of the gyro sensor 24 and the speed sensor 25. As a result, the dump truck 2 may travel out of the travel route. For this reason, the processing unit 23 causes the dump truck 2 to travel while correcting using the position information of the dump truck 2 detected by the GPS device 28.

[Tire load leveling]
Here, the tire load leveling processing procedure by the tire load leveling processing unit 51 will be described with reference to the flowchart shown in FIG. This process is repeatedly performed at predetermined intervals.

  In FIG. 6, first, the actual tire load calculation unit 61 acquires the load amount information and vehicle speed information of each dump truck 2 (step S <b> 101). And the actual tire load calculation part 61 calculates the actual tire load of 1 work cycle (step S102). Thereafter, the overload vehicle detection unit 62 determines whether or not the actual tire load calculated by the actual tire load calculation unit 61 exceeds a predetermined tire load (step S103). Thereafter, when the actual tire load does not exceed the predetermined tire load (No at Step S103), the work content change processing unit 63 ends this process. In step S102, the actual tire load of one work cycle is calculated. However, the present invention is not limited to this, and the actual tire load of a plurality of work cycles may be calculated.

  On the other hand, when the actual tire load exceeds the predetermined tire load (step S103, Yes), the work content change processing unit 63 determines whether there is a travel route that is equal to or less than the predetermined tire load (step S104). If there is a travel route that is less than or equal to the predetermined tire load (step S104, Yes), the work content change processing unit 63 sets the work content of the target dump truck 2 to the travel route that is less than or equal to the predetermined tire load. The process to change is performed (step S105) and this process is complete | finished.

  In addition, when there is no travel route that is equal to or less than the predetermined tire load (No in step S104), the work content change processing unit 63 decelerates the work content of the target dump truck 2 to be equal to or less than the predetermined tire load. A process for changing to a work that has been performed or a work with a reduced load is performed (step S106), and this process is terminated.

  Here, in step S104, it is determined whether or not there is a travel route that is less than or equal to the predetermined tire load by preferentially performing a work change that changes only the travel route, thereby improving the work efficiency of the dump truck 2. This is because the decrease can be suppressed.

  For example, when the current travel route is R2 defined by the loading position P24, the intersection P34, and the soil removal position P15, as shown in FIG. The earth removal position P15 is not changed, and a new travel route R3 passing through the intersections P34 and P33 may be used, or the earth removal position P15 may be changed to the travel route R4 changed to the earth removal position P14. is there.

  As shown in FIG. 7, the work of one cycle passing through the travel route is composed of a loading process, a load traveling process, a soil removal process, and an empty load traveling process. Here, some travel routes have low vehicle speeds in the load travel process and the empty load travel process, and the actual tire load can be reduced by changing to a travel route with a low vehicle speed. In addition, since there are loading positions and soil removal positions with a large waiting time in the loading process and the soil removal process, the actual tires can be changed by changing to a travel route that includes the loading position and the soil removal position with a large waiting time. The load can be reduced.

  Note that the work change in step S106 is to reduce the vehicle speed of the dump truck 2 itself or reduce the loading amount while leaving the traveling route as it is.

  As described above, the tire load leveling processing unit 51 changes the work content by changing the travel route as much as possible, leveling the tire load of each work while suppressing a decrease in work efficiency, and I try to extend the life.

  Therefore, as shown in FIG. 8, the work that exhibits the actual tire load characteristic L1 exceeding the set tire load L is reduced, and the actual tire load that is equal to or less than the predetermined tire load Lth, as in the actual tire load characteristics L2 and L3, It is changed to work that becomes. For this reason, the working tire load is leveled, and the overall life of the tire can be extended.

  The configuration of the actual tire load calculation unit 61 described above may be provided on the dump truck 2 side, and the calculation result may be transmitted to the management device 4 side.

(Embodiment 2)
FIG. 9 is a block diagram showing a configuration of the management device 4 of the tire management system according to the second embodiment of the present invention. In the first embodiment described above, the actual tire load is detected in real time and the work content is changed. In this second embodiment, the predicted tire load is calculated at the planning stage, and the work is performed at the planning stage. The tire load is leveled.

  The management device 4 illustrated in FIG. 9 includes a tire load leveling processing unit 71 instead of the tire load leveling processing unit 51 illustrated in FIG. 5. Other configurations are the same as those of the first embodiment. The tire load leveling processing unit 71 includes a predicted tire load calculation unit 81, an overloaded vehicle detection unit 82, and a work content change processing unit 83.

  The predicted tire load calculation unit 81 calculates a predicted tire load for the work at the planning stage assigned to each dump truck. The overload vehicle detection unit 82 refers to the work allocation DB 55 to detect an overload vehicle in which the predicted tire load exceeds a predetermined tire load that is equal to or less than a set tire load set for the tires of each dump truck 2. When the overload vehicle is detected, the work content change processing unit 83 performs a process of changing the work content in the planning stage of each dump truck 2 so that the predicted tire load of the overload vehicle is equal to or less than a predetermined tire load.

[Tire load leveling at the planning stage]
Here, the tire load leveling processing procedure by the tire load leveling processing unit 71 will be described with reference to the flowchart shown in FIG. This process is repeatedly performed at predetermined intervals.

  In FIG. 10, first, the predicted tire load calculation unit 81 acquires planned work at the planning stage of each dump truck 2 from the work allocation DB 55 (step S <b> 201). Then, the predicted tire load calculation unit 81 calculates a predicted tire load for the planned work (step S202).

This predicted tire load (predicted work condition TKPH) is
Predicted tire load = (Predicted tire load) × (Predicted work speed)
Is required.
The predicted tire load is
Predicted tire load = ((tire load when empty) + (tire load when loaded)) / 2
Is required. As described above, the tire load load at the time of empty vehicle is an average tire load load obtained by dividing the load at the time of empty vehicle of the dump truck 2 registered in advance by the number of tires of the dump truck. The tire load load at the time of loading is an average tire load load obtained by dividing the load at the time of loading of the dump truck 2 obtained based on the load amount information sent from the dump truck 2 side by the number of tires of the dump truck.

  On the other hand, the predicted work speed can be obtained based on the section vehicle speed registered in advance in the travel route information DB 56 for each travel route HL. The predicted work speed may be obtained based on an instruction speed (speed command) to the dump truck 2 calculated based on the three-dimensional travel route information in the travel route information DB 56. This instruction speed is a speed obtained by using inclination information, curvature information, turning acceleration restriction, and the like of the traveling road HL. Moreover, you may make it estimate this area | region speed information based on the past dump truck driving | running | working recording information with respect to a driving | running route for this prediction work speed.

  Thereafter, the overload vehicle detection unit 82 determines whether or not the predicted tire load calculated by the predicted tire load calculation unit 81 exceeds a predetermined tire load (step S203). Thereafter, when the predicted tire load does not exceed the predetermined tire load (No in step S203), the work content change processing unit 83 ends this process.

  On the other hand, when the predicted tire load exceeds the predetermined tire load (step S203, Yes), the work content change processing unit 83 determines whether there is a travel route that is equal to or less than the predetermined tire load (step S204). If there is a travel route that is less than or equal to the predetermined tire load (Yes in step S204), the work content change processing unit 83 sets the content of the planned work of the target dump truck 2 to be less than or equal to the predetermined tire load. Processing for changing to a route is performed (step S205), and this processing is terminated.

  Further, when there is no travel route that is equal to or less than the predetermined tire load (step S204, No), the work content change processing unit 83 sets the content of the planned work of the target dump truck 2 to be equal to or less than the predetermined tire load. Then, a process for changing to a planned work that has been slowed down or a planned work that has been reduced in load capacity is performed (step S206), and this process is terminated.

  In this second embodiment, as in the first embodiment, in step S204, whether or not there is a travel route that is equal to or less than the predetermined tire load is determined by prioritizing work changes that change only the travel route. This is because a decrease in work efficiency of the dump truck 2 can be suppressed.

  Further, in the second embodiment, since the tire load leveling of the work is performed before the dump truck 2 is actually operated, it is possible to extend the life of the tire while suppressing a decrease in work efficiency immediately after the start of the actual operation. it can. In the second embodiment, a real-time tire load leveling process similar to that in the first embodiment may be performed during actual operation.

  In the first and second embodiments described above, the predetermined tire load is preferably set at a predetermined ratio with respect to the tire load (tire TKPH) of each dump truck. The predetermined tire load is preferably provided for each vehicle such as the dump truck 2. Further, in the second embodiment, a large predetermined tire load is set in advance, and when the predicted tire load does not exceed the predetermined tire load, the predetermined tire load is sequentially decreased, and the plan operation having the highest predicted tire load is performed. It is preferable to prioritize the work content change. Thus, the tire load leveling process that can further extend the life of the tire can be reliably performed.

  In the first and second embodiments described above, an unmanned dump truck has been described as an example of a transport vehicle. However, the present invention can also be applied to a manned dump truck. In the case of a manned dump truck, an operation instruction such as a change in work contents may be displayed on the display unit of the manned dump truck, thereby notifying the operator of the manned dump truck of the operation instruction.

  Further, a wireless communication system between the management device 4 as a master station and each dump truck 2 as a slave station is connected via a base station 5, but is a wireless ad hoc network system that does not use the base station 5, that is, It may be an autonomous distributed wireless network system. In this case, it is preferable that the same function as that of the management device 4 as a master station is mounted on one dump truck 2. If vehicle-to-vehicle communication is performed between the dump trucks 2, a wireless communication system with a simple configuration can be realized. The vehicle-to-vehicle communication may be realized by a method in which the dump trucks 2 communicate with each other, or a simple wireless area may be created on the road side to connect the dump trucks 2 to each other.

DESCRIPTION OF SYMBOLS 1 Management system 2 Dump truck 3 Loading machine 4 Management apparatus 5 Base station 6 Control facility 7 GPS satellite 21 Vehicle main body 22 Vessel 23 Processing part 23a Identification ID
24 Gyro sensor 25 Speed sensor 26 Load sensor 27a, 28a, 44a Antenna 27, 44 Communication unit 28 GPS device 29 Wheel 29a Tire 29b Wheel 30 Suspension cylinder 31 Travel control unit 32 Actuator 40 Management unit 41 Operation input unit 42 Display unit 43 Memory Unit 50 Work allocation processing unit 51, 71 Tire load leveling processing unit 52 Operation instruction control unit 53 Monitoring unit 61 Actual tire load calculation unit 62, 82 Overload vehicle detection unit 63, 83 Work content change processing unit 81 Predicted tire load calculation Part 55 Work Allocation DB
56 Travel route information DB
57 Map DB
R1-R4 travel route

Claims (10)

A tire management system that assigns work to each of a plurality of vehicles and manages a load state of a tire mounted on each vehicle that performs the assigned work,
An overload vehicle detection unit for detecting an overload vehicle in which a tire load for work assigned to each vehicle exceeds a predetermined tire load set in a tire of each vehicle;
A work content change processing unit for performing a process of changing the work content of the overloaded vehicle so that the tire load of the overloaded vehicle is equal to or less than the predetermined tire load when an overloaded vehicle is detected;
A tire management system comprising: An actual tire load calculation unit that calculates an actual tire load that is a tire load of a vehicle in actual operation based on the load amount information and vehicle speed information notified from each wirelessly connected vehicle;
The overload vehicle detection unit detects an overload vehicle in which an actual tire load for work assigned to each vehicle exceeds the predetermined tire load,
When the overload vehicle is detected, the work content change processing unit changes the work content of the overload vehicle so that an actual tire load during actual operation of the overload vehicle is equal to or less than the predetermined tire load. The tire management system according to claim 1, wherein the tire management system is performed. A predictive tire load calculation unit for calculating a predictive tire load for a plan stage operation assigned to each vehicle;
The overload vehicle detection unit detects an overload vehicle in which a predicted tire load exceeds the predetermined tire load,
When the overload vehicle is detected, the work content change processing unit performs a process of changing the work content in a planning stage of the overload vehicle so that a predicted tire load of the overload vehicle is equal to or less than the predetermined tire load. The tire management system according to claim 1.   The work content change processing unit determines whether or not there is a travel route in which the detected overload vehicle is less than or equal to a predetermined tire load, and when there is a travel route that is less than or equal to the predetermined tire load, changes to the travel route. The tire management system according to any one of claims 1 to 3, wherein when there is no travel route that is equal to or less than a predetermined tire load, the overloaded vehicle is decelerated or the load is reduced.   The tire management system according to claim 1, wherein the tire load is TKPH. A tire management method for assigning work to each of a plurality of vehicles and managing a load state of a tire mounted on each vehicle performing the assigned work,
An overload vehicle detection step of detecting an overload vehicle in which the tire load for the work assigned to each vehicle exceeds a predetermined tire load set in the tire itself of each vehicle;
A work content change processing step for performing a process of changing the work content of the overloaded vehicle so that the tire load of the overloaded vehicle is equal to or less than the predetermined tire load when an overloaded vehicle is detected;
A tire management method comprising: An actual tire load calculating step of calculating an actual tire load that is a tire load of a vehicle in actual operation based on the load amount information and vehicle speed information notified from each wirelessly connected vehicle;
The overload vehicle detection step detects an overload vehicle in which an actual tire load for work assigned to each vehicle exceeds the predetermined tire load,
In the work content change processing step, when an overload vehicle is detected, a process of changing the work content of the overload vehicle so that an actual tire load during actual operation of the overload vehicle is equal to or less than the predetermined tire load. The tire management method according to claim 6, wherein the tire management method is performed. A predicted tire load calculating step for calculating a predicted tire load for a planning stage work assigned to each vehicle;
The overload vehicle detection step detects an overload vehicle in which a predicted tire load exceeds the predetermined tire load,
In the work content change processing step, when an overload vehicle is detected, a process for changing the work content in the planning stage of the overload vehicle is performed so that a predicted tire load of the overload vehicle is equal to or less than the predetermined tire load. The tire management method according to claim 6.   The work content change processing step determines whether or not there is a travel route in which the detected overload vehicle is less than or equal to a predetermined tire load. If there is a travel route that is less than or equal to the predetermined tire load, the operation content change processing step changes to the travel route. The tire management method according to any one of claims 6 to 8, wherein when there is no travel route that is equal to or less than a predetermined tire load, the overloaded vehicle is decelerated or the load is reduced.   The tire management method according to any one of claims 6 to 9, wherein the tire load is TKPH.

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